Vehicle brake



Feb. 19, 1929. V

A. MORRIS VEHICLE BRAKE Filed Sept. 8, 1927 2 Sheets-Sheet l Feb. 19,1929. 1,702,449

' v A. MORRIS VEHICLE BRAKE Filed Sept BY, 1927- z Sheets-Sheet 2Patented Feb. 19, 1.929.

} UNITED STATES PATENT OFFICE.

ARTHUR MORRIS, F SYRACUSE, NEW YORK.

' VEHICLE BRAKE.

Application filed September 8, 1927. Serial No. 218,339j

, This invention relates to vehicle brakes, designed particularly forautomobiles and other motor-driven vehicles, or machines,

powerof the motor to'the running-gear ofthe vehicle, the other member ofthe clutch being actuated by the ordinary brake-pedah,

and beingdireotly controlled by the driver. A further object is toprovide hydraulic means for slowing down and stopping the vehicle, thesaid means being controlled by the pedal simultaneously with theinterlocking of the clutch members, the said hydraulic means comprisinga pair of fluid pumps, which are reciprocated by the main shaft throughthe said clutch, the said pumps being controlled during the brakingperiods by a twin-valve mechanism that restricts the flow of the liquidfrom one pump to the other, the said valves being arranged to entirelystop the said flow and thereby cause the cessation of allmovements ofthe driving and braking mechanisms. And a further object is to provideautomatic means for opening the'valves and restoring the freecommunication between said pumps, as well as releasing the clutch, and.effecting the return movement of the pedal. 7

I attain these objects by themeans set forth in the detailed description.which follows, and as illustrated by the accompanying drawings, inwhich Figure 1 is a broken top plan view of the r chassis of anautomobile to which my improvement is applied. Fig. 2 is an enlarged topplan view of the braking mecha-v nism shown in Fig. Fig. 3 is a frontend elevation of the device. Fig. 4 is a rear end elevation of the same.Fig. 5 is a vertical cross-section, taken on line 55 of Fig. 4-, showingone of the pumps and the corresponding-valve; also showing the .clutchshifting means. Fig. 6 is a horizontal section taken on line 66 of Fig.5 showing the coneclutch, the pumps, and related parts. Fig. 7 is ahorizontal section, taken on line 7,'(' of Fig. 3, showing the twinvalves that control the pumps. Fig. 8 is broken. vertical longitudinalsection,.taken on line 88 of Fig. 9. And Fig. 9 is a ver- I ticalcross-section, taken on line 99 of Fig. 5.

In the drawings, 2 represents a broken plan view of the chassis of anautomobile, the running-gear of which includes a motor 2, andtransmission 2 2 represents the power-shaft beyond the transmission,which may connect and drive any suitable differential 2, the latterusually being enclosed ina housing 2, at the opposite'ends of which therear wheels 2 are operatively mounted. The opposite sides of the chassisare usually 1 tied together by similar transverse braces.

My braking mechanism consists of a rectangular gear-box 3, having anormally open top, which is closed by a cover 3. g The forward wall 3 ofthe box 3 extends above the plane of the cover, and supports acylindrical housing 4, which may be secured thereto by fasteners 4. Theends. of the housing dare normally open, and the free end thereof'ispreferably closed by a circular cap 4 which may be held in place byfasteners 4 The outer face of the cap 4 is formed with a hub 4, whichmay be arranged to house a ball-bearing 4: The rear wall 3* of the box 3is also provided with a similar hub 3, in which is disposed a" similarball-bearing 3 as shown in Fig. 2. The brakemechanism is mounted betweenthe side rails of the chassis 2, and is preferably supported by one ofthe braces. 2 andby similar brackets 2 Thebrake mechanism is so disposedthat its longitudinal axis corresponds to the axis of shaft 2, and thesaid shaft passes loosely through. the box 3and the housing a, and issupported and has its hearings in the hubs 3 and 4", as shown in Figs.1, 2, 3 and 6. The forward wall 3 and the corresponding end ofthehousing 4 are open, and afford free posiflanges which may be boltedtogether, as r shown in Figs. 0 tion the cylinders normally communicatewith each other, and also with the box 3 by and 4. By this construcpumpthe oil back and forth when the pistons are reciprocated, the saidcranks being rigid on shafts 5 -6, whose opposite ends are journaled inthe front and rear alls of the box 3 see Fig. 6). The pumps IS -6 areoperated by similar gears fi -6 The oil a; is usually poured into thegearbox 3, and gravitates to the arms 5-6 through pipes a in which maybe lo rated any suitable check-valves, as 7), shown conventionally inFigs. 8 and 4, for preventing the return of the oil to the box 3.

Trepresents a relatively large hollow conical clutch member, which isdisposed in the housing 4, its closed end being bored out to receive theshaft 2 to which the cone is connected, by a key 7 The member 7preferably held from axial movement on the shaft by a set-screw 7 andits closed end is preferably formed with a hub 7 which pivots in aninwardly facing socket of the cap t (see Fig. 6). By this constructionand arrangement, the cone 7 is positively driven by the power-shaft 2*,whether or notsaid shaft is driven by the motor 2 or by the wheels 2 incase the motor is shut-down. The clutch member 7 transmits the powerderived from shaft 2 during the braking intervals to a similar axiallymovable cone 8, which is normally loosely disposed within the largercone. The closed end of the cone 8 is perforatedatS, to loosely receivethe shaft 2, and is supported by a concentric sleeve 8 having aflangebase'8", which may be secured to the cone by bolts 8. The sleeve 8(see Fig. 6) telescopes and is reciprocatable in a similar sleeve 9, thelatter being rigidly mounted on the forward wall of the-box 3, by bolts9. The sleeve 8 is counterbored, as at 8 to receive a compressiblepacking 8 which is preferably disposed between fibre rings 8 The outerfibre ring bears against the cone 8, while the innermost ring engages aspring 8 whose tension tends to compress and hold the packing againstthe shaft 2. The rear or free end of the sleeve 8?" reduced, as at 8 thesaid reduced portion extending into the box 3 and supporting a spurgear10, which is driven by the sleeve 8 by means of a key 10. The gear 10 isdisposed between and drives the gears i -6. The gear 10 is provided witha forwardly facing integral but 10?, which is formed with acircumferential groove 10?, the gear and hub being made rigid to andmovable axially with the sleeve 8, by means of an inverted L-shapedmember 12, the vertical arm of said member comprising a fork 12, whichengages the groove 10*, as shown in Figs. 4:, 5 and 6. The horizontalarm 12 of the member 12 extends rearwardly beneath and projects beyondthe cover 3, and its free end is pivoted at 12 to a rocking lever 13,one end of the said lever being pivoted to a lug 13" formed on the box3. The lever 13 is normally held extended (see full lines in Fig.2) by aspring 19, interposed between the hub 10 and sleeve 9 (see Fig. 6),which aids in releasing clutch member 8 and related parts, at the end ofthe braking periods. The opposite ends of the lever 13 are fitted withsheaves hi -13", that operatively support a cable 13, one end of thecable connecting with the bralce-pedal (not shown), which is usuallylocated adjacent the drivers position, the other end of the cable beingwound arouno a drum 14, that is supported by a cylindrical valve 15, thelatter being journaled in the arm 5 of the cylinder 5, and cooperateswith a similar valve 16, for controlling the flow of the oil a; fromcylinder 5 to cylinder 6, and vice versa. The rear ends of the valvesare fitted with meshing gears 15 46. By this arrangement, the pulling'ofthe cable 13 in the direction of the arrows in Figs. 1 and 2, as by thedepressing of the brakepedal, simultaneously rotates the valves 15-16,forrestricting or shutting off the flow of the oil a: through the arms5--6. r i a lhe valves 15-l6 are correspondingly slotted, as at m (seeFigs. 5' and 7), the said slots being arranged" to register with similaropenings inthe arms of the pump cylinders 5-6, and when the valves arein the open position, shown in Figs. 5 and '4", the oil m may flow atthe full capacity of the pumps through the passage :12 towards and fromsaid cylinders. The valves 15 16 are normally held in the open position,long as the pedal is inoperative, by a spiral spring 17, which isdisposed in ahousing 18 that extends axially from'the opposite end ofthe valve 15, and is supported by a face plate 18' that is bolted tothefront side of the arm 5" (see Figs5 and 7). The spring 17 is supportedby collars a's.171'?. collar 17 is rigid to a gudgeon or shaft 15carried by the valve 15, the other collar comprsing a hub and a flange17" which is bolted to the free end of the housing 18.

(see 5). The collar 1'?" has'a circumferential notch 17 that is engagedby a pin 18* carried by the housing, for preserving a suitable norninsuring the pos ive opening of the valves, and for limiting the rotarymovement of the valves during "the opening and closing thereof. When thedriver of the vehicle The i tension of the spring for starts the pumps5-6, by

steps on the brake-pedal, the pull onvthe cable 13 swings the lever 13towards the box 3 (see Fig. 2), andpcorrespondingly moves the forkedlever 12, for shifting the gear 10 and cone 8 towards the cone 7, andpower derived from shaft 2". This pulling on the cables simultaneouslyrotates both valves through gears 1516 in the direction of the arrows inFig. 7, for restricting or closing the passage m and retarding orstopping the flow of the oil from one pump to the other. During theseshifting operations, the gear 10 slides relatively to the gears 5 -6 asshown by dotted lines in Fig. 6, and for ths purpose the face of gear 10is preferably broader than the other gears, which prevents the unmeshingof the train during the operation of the clutch member 8. This closingmovement of the valves 15-16 de-' creases the flow of the oil and tendsto sloW down or entirely stop the rotation of the shaft 2" and partiallyor fully brakes the vehicle. The sudden closing of the valves 15-16, asby the short or quick depression of the brake-pedal, efiects theinstantaneous interlocking of the clutch members 7 and 8, which isusually followed an instant later by the full closing of the valves1516. The clutch 78 sets in motionv the gears 10-5 -62 but owing to theclosing of the passage 03, the pistons 5 6 become stalled and theresistance offered by the still and incompressible oil is transmittedback towards the shaft 2 the differential 2, and

the rear wheels 2 and stops all motion of the driving and brakingmechanisms.

My braking mechanism is extremely simple, quick acting and verypowerful. By assigning to the brake-pedal the complementary control ofthe mechanical as well as hydraulic elements, the effective actions ofsaid elementsare so coordinated that the first slight depression of thepedal simultaneously efieots the engagement of the clutch members 7 8and the initial closing movement of the valves 15 16, whichcorrespondingly restricts the flow of the oil 00 through the passagew.This restriction to the flow of the oil offers corresponding resistanceto the pumps and reacts to reduce the speed of the shaft and accordinglythe slowing down of the vehicle. By the peculiar construction andarrangement of the braking mechanism, it is immaterial whether or notshaft 2* is being driven by the motor '2", or by the momentum of thevehicle in case the motor 1S shut down. If the driver of the vehiclesuddenly depresses the pedal to the full extent, the shaft 2 and thewheels 2 will come to an abrupt stop, and nothing short of the breakingof the shaft or the destruction of some vital part of the brakingmechanism will render the brake inefiectual, 7

Having thus described my invention, what I claim isv1. A brakingmechanism forautomobiles, comprising a housing mounted between themotor-and differential, a pair of depending fluid cylinderscarried bythe housing and communicating therewith and with each other, a driveshaft extending through said housing, a positively driven clutch membercarried by said shaft, second clutch member loosely mounted on saidshaft and formed to engage with and to be driven by said first namedclutch member, pistons in said cylinders, drive means connecting thepistons and second named clutch member, a pair of valves between thecylinders, and means for simultaneously connecting the clutch members todrive said pistons and for closing said valves, whereby rotation of the"drive shaft is prevented.

- 2. A braking mechanism for automobiles, comprising a housing mountedbetween the motor and differential, a pair of depending fluid cylinderscarried by the housing and communicating therewith and with each other,a main drive shaft connecting the motor and differential and extendingthrough said housing, pistons in said cylinders, a pair of drive shaftsfor the pistons mounted one upon each side of the main shaft within saidhousing, a casing connected to the housing the first named clutchmember, drive means connecting the pistons and second named clutchmember, a pair of valve members between the cylinders, and means for smultaneously connecting the clutch membersto drive said pistons and forclosing said valves whereby rotation of the main drive shaft isprevented.

3. A braking mechanism for automobiles comprising a substantiallyrectangular housing having front, rear and end walls and disposedbetween the motor and differential, a pair of depending fluid cylinderscarried by the housing and communicating therewith and with each other,pistons in said cylinders, a sleeve connected to the front wall of thehousing and extending forwardly therefrom, a cylindrical casingconnected to the front wall of the housing and extending forwardlytherefrom, said casing being concentric to and spaced from said sleeve,a main drive shaft connecting the motor'and differential and extendingthrough the hous ing and casing, a positively driven clutch ing and thelast named drive means tornor mally holding the clutch members disene eda air of valve members between the 2:: 7

cylinders,- and means for simultaneously connecting the clutch membersto drive said pistons and for closing said valves, whereby rotation ofthe main drive shaft is pre vented;

In testimony whereof I afiix my signature.

ARTHUR MORRIS.

